environmental infrastructure

Preliminary Port Towns Sector Plan and Proposed SMA 49

GOALEnsure an interconnected system of public and private lands that contains significant areas of woodlands, wetlands, wildlife habitats, and other sensitive areas, as well as developed areas that benefit from retrofitting and restoration using environmental site design. Provide the Port Towns Sector Plan area with well-designed and strategically located open spaces connected by tree-shaded walks and streets, making the Port Towns a desirable community in which to live, work, and shop. Ensure the livability of the area is enhanced by incorporating the landscape, both natural and built, into the redevelopment of the area.

BACKGROUNDThe Port Towns plan area is highly urbanized, with significant amounts of impervious surfaces. The majority of the plan area was developed years ago and much of the development that currently exists was not subject to the strict environmental regulations of today. The Port Towns Sector Plan offers an opportunity to retrofit these highly developed areas to include more environmentally sensitive site design initiatives that will lead to environmental and social health and the long-term economic viability of the area. The plan will identify the remaining natural landscape and propose preservation and enhancement strategies to ensure that existing development, as well as redevelopment, is sustainable and within the development capacity of the environmental systems.

ENVIRONMENTAL INFRASTRUCTUREGREEN INFRASTRUCTUREThe 2005 Approved Countywide Green Infrastructure Plan was developed to protect, enhance, and/or restore important environmental features of countywide significance. For this sector plan, the countywide network was not modified to include any additional areas of local significance because these areas were already included in the countywide network. (See Map 12: Green Infrastructure Network Map.)

The designated green infrastructure network is divided into three environmental assessment categories: regulated areas, evaluation areas, and network gaps. Regulated areas contain environmentally sensitive features such as streams, wetlands, buffers, the 100-year floodplain, and steep slopes that are currently regulated (i.e., protected) during the land development process. Evaluation areas contain environmentally sensitive features, such as unique wildlife habitats that are not currently regulated (i.e., protected) during the development review process. Network gaps comprise areas that are critical to the connection of regulated and evaluation areas and are targeted for restoration in order to support the overall function and connectivity of the green infrastructure network. Networks need to be connected to provide the best possible environment for the preservation of all aspects of an ecosystem, which includes vegetation, wildlife habitat, and water quality.

Due to the highly impervious and built nature of this sector plan area, a large portion of the plan area lies outside of the green infrastructure network. The existing dominant green infrastructure

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network flanks the Anacostia River providing natural connectivity between the four Port Towns communities. Many of the streams in this plan area have been piped into a storm drain system that forms channelized tributaries to the Anacostia River. This plan includes strategies to address greening of the existing and proposed stormwater infrastructure and incorporating the built environment into the natural system as a benefit, and thereby mitigating the negative effects of conventional development techniques to quality of life in the area.

It should be noted that the environmental resources shown on all the maps are conceptual in nature and have not been validated in the field. They are based on the best available information. Before detailed plans are developed for any property, an approved natural resource inventory is required to validate the environmental resources on site.

PRImARy AND SECONDARy CORRIDORSThe Anacostia River is identified as the primary green infrastructure corridor in this plan and supports the Anacostia stream system running north to south in the center of the planning area. The Northwest and Northeast Branches are identified secondary corridors flowing into the Anacostia from the northwest and northeast respectively. All three stream systems flow into the Potomac River and eventually into the Chesapeake Bay.

Anacostia River

The Anacostia River is a tributary of the Potomac River and a primary corridor within the Port Towns planning area. The preservation and restoration of the natural environment and the river’s scenic character is a priority in this plan. Much of the Anacostia watershed requires innovative policies and strategies to improve water quality. The high-to-medium density land use in the Port Towns should include policies to provide conservation methods to protect this river and its tributaries. The Anacostia also supports a stream valley greenway and trail system running between the District of Columbia and the Potomac River.

Northwest and Northeast Branches

The Northwest and Northeast Branches’ stream corridors within the plan area are highly urbanized and lack a supportive green infrastructure. Because the Northwest and Northeast Branches are named as secondary corridors within the planning area, they should be managed and protected to support the environmental integrity of the area. These secondary corridors are areas where connectivity is critical to the long-term viability of the primary corridor.

WATER QUALITyThe sector plan area drains, via the Anacostia River, to the larger Potomac watershed and ultimately to the Chesapeake Bay. The Port Towns area is centered on the confluence of the Northeast and Northwest Branches, forming the headwaters of the Anacostia River. Water quality assessments ranked both the Northwest and Northeast Branch as having “very poor” conditions when measured for benthic invertebrates and habitat quality.1 The degraded conditions of these streams are attributed to the high impervious surface acreage within their respective watersheds. These impervious surfaces do not allow rainfall to infiltrate back into the ground, and therefore creates an impermeable layer that causes the stormwater to flow off the land into existing stormwater management systems, which is subsequently piped to streams. Because the impervious areas lack anything to slow the water’s velocity as it travels downhill, the stream systems eventually receiving this influx of water are severely eroded due to the water’s unchecked velocity. This sector plan will address the degraded water quality of existing streams within the study area by incorporating environmentally sensitive site design into the desired development pattern.

Healthy stream water habitats depend on keeping in-stream water temperatures relatively low. Because impervious surfaces such as asphalt hold higher heat temperatures than vegetated areas, the threat of increased stream temperature after

1 Scale includes “good,” “fair,” “poor,” and “very poor.” Prince George’s County has no streams rated “good.”


rainfall can greatly damage the fish populations in the Northeast and Northwest Branches. This plan shall propose methods to address the issue of stormwater cooling in order to reduce runoff temperatures and create healthy living conditions for fish and other aquatic life.

Urbanization changes the hydrologic equilibrium of the land surface and the receiving estuarine environments. These changes include: increases in peak flow and total volume of stormwater runoff; accelerated stream channel erosion; decreases in receiving stream baseflow; and decreases in water quality and the stream environment. Efforts to control these conditions in Maryland have resulted in statewide programs for erosion and sediment control, stormwater management, and floodplain management.2

Floodplains

A floodplain is an integral part of the stream system. It provides storage capacity for high flows, helps reduce the erosive power of the stream during a flood, reduces the discharge of sediment during high flow periods, and helps flood waters to move safely downstream. Floodplains also offer opportunities for wildlife habitat, which can increase the biotic diversity of a stream. The 100-year floodplain is that land area adjoining the stream that has a one percent or greater probability of flooding in any given year. Floodplains provide streams with natural buffer and water quality benefits.

It is the policy of Prince George’s County to preserve the 100-year floodplain as part of the natural system of a stream, and to further preserve it in a natural state in order to provide adequate storage for flood waters and sufficient carrying capacity to safely move flood waters downstream. Where existing structures in the 100-year floodplain cannot be protected in an environmentally sensitive and cost- effective manner, the county may offer to acquire them to reduce the potential for property damage and eliminate potential obstruction of flood water.

2 Report on Stormwater Management Act of 2007, Environmental Matters Committee, Education, Health, and Environmental Affairs Committee, May 2008, Maryland Department of the Environment.

Future development is not permitted within the ultimate 100-year floodplain. Prince George’s County has used ultimate conditions hydrology to determine flood discharges and to map areas of the county experiencing rapid urban and suburban growth. Ultimate conditions hydrology and mapping uses projected land-use conditions based on a community’s zoning maps and/or comprehensive land-use plans in determining flood discharges, flood elevations, and corresponding areas at risk.

Prince George’s County has, through The Maryland-National Capital Park and Planning Commission, established a policy to acquire stream valley parks throughout the county. Stream valley park acquisition permits public ownership of the floodplain, thus eliminating pressure for private development and providing recreational opportunities. Stream valley parks will continue to be an important component of the county’s recreation, open space, and flood management programs.3

Wetlands

Wetlands commonly receive the bulk of stormwater runoff from development sites because they are usually located at low points where runoff is directed. This can result in impacts such as sediment deposition and pollutant accumulation in wetlands, changes to wetland hydrology, and a shift in the makeup of wetland vegetative communities. These indirect impacts, although they originate outside the wetland itself, can drastically change wetland functions, such as flood control, habitat, and water quality protection.

Urban Tree Canopy

The term “urban forest” includes trees that grow individually, in small groups or in forested conditions, located on public or private lands in cities and towns. Urban tree canopy provides many benefits to communities. It reduces the overall temperature of built spaces, it provides oxygen, it removes pollutants from the air and, when strategically planted or preserved, improves water

3 http://www.co.pg.md.us/Government/AgencyIndex/DER/ppg/floodplains.asp#flood.


quality by absorbing pollutants from stormwater runoff. Trees also provide beauty and a sense of proportion to the built environment, adding to the overall desirability of a place to live, work, and play. The goal set forth in the 2002 Approved General Plan is to maintain 26 percent urban tree canopy and forest cover in the Developed Tier. The lack of tree cover in the sector plan area leads to increasing environmental degradation, but can be easily slowed down and reversed. As new and redevelopment occurs in this area, planting and preserving trees should be enforced. Community tree planting efforts should also be encouraged in order to continue to add to the amount of tree canopy over time.

Watersheds

Watersheds are land areas that drain surface and ground water to a downstream water body such as a river, lake, or estuary. Watershed drainage areas vary in size, but urban watershed forestry generally deals with watersheds ranging from 20 to 100 square miles or more. The principles of urban watershed forestry sets watershed-based goals for managing the urban forest as a whole, rather than managing forest resources on a site-by-site or jurisdictional basis, and provides strategies for incorporating forests into urban watershed management. Given their size, watersheds may encompass many political jurisdictions, contain a mix of land uses (forest, agricultural, rural, suburban, and urban), and have a broad range of pollution sources. Each watershed is composed of a number of smaller watersheds called subwatersheds. Subwatersheds, as a general rule of thumb, have a drainage area less than ten square miles and include streams ranging from first to third order.

Stormwater

Untreated stormwater runoff from urban development is a major source of pollution to local streams, rivers, the Chesapeake Bay, and coastal bays. To achieve targeted reductions in nutrient and sediment loads to receiving waters and protect stream channel stability, stormwater management is required of new and redevelopment projects.

Water Resources Functional Plan

Prince George’s County is developing a countywide water resources functional master plan. This new planning element addresses the relationship of planned growth to water resources for both waste disposal and safe drinking water. It is a requirement of all county and municipal governments in the state. The element must identify drinking water and other water resources adequate for the needs of existing and future development proposed in the land use element of the General Plan. It must also identify suitable receiving waters for both wastewater and stormwater management to meet the needs of existing and projected development proposed in the land use element of the comprehensive plan. Resource issues expected to be addressed in these elements include water resource protection areas, groundwater resources, water quality standards and total maximum daily loads (TMDLs). The plan will address stormwater issues on a watershed basis, addressing in particular, how much development the county’s watersheds can accept before nutrient load thresholds (i.e., the amount of nitrogen and phosphorus discharged from wastewater treatment plants and stormwater runoff) are exceeded. The water resources plan is expected to make countywide recommendations regarding stormwater management design and the use of environmentally sensitive design techniques.

The Built Environment

Portions of the plan area are proposed for redevelopment while others are to remain as they currently exist. Due to degradation of the natural ecosystems in the area, it is important to restore the ecological functions of these systems through created infrastructure such as low-impact stormwater management, sustainable building techniques, conservation landscaping techniques, and other innovative environmentally sensitive techniques.

Flooding

In some cases, retrofitting existing buildings or regrading a yard can help reduce the potential for flood damage to structures and their contents. Retrofitting techniques include elevating buildings


above flood levels, wet or dry floodproofing (commercial structures only), and installing backflow preventers to protect floors and contents from sewer backups. A building permit may be required for retrofitting and structural projects.

Flood Warning Program—The county has a �comprehensive flood warning program for the Western Branch and Anacostia River that includes a state-of-the-art stream gauge network and flood warning system.

Flood Protection Assistance—The county offers �technical assistance to residents with drainage and flooding problems. In addition, a number of capital projects are undertaken to mitigate for potential flood events. Capital projects include acquisition of flood-prone structures, floodproofing, and construction of drainage improvement projects.

Development Review Activities—DER reviews �development proposals to ensure compliance with relevant floodplain, stormwater manage-ment, and grading ordinances to protect the health, safety and welfare of local residents and businesses.

Maintenance of Stormwater Management �Facilities—All ponds and stormwater management facilities that are publicly owned are maintained by the county’s Department of Public Works & Transportation (DPW&T).

Green Building

Increasing importance is being given to sustainable building techniques, which seek to create structures that protect the occupants’ health while utilizing natural resources more efficiently in order to reduce the overall operating costs. These buildings, often called “green buildings,” have social, economic, and environmental benefits that seek to maintain a quality of life for future generations while incorporating the needs of today’s residents.

The sector plan area, as has been mentioned, is a highly urbanized area that has opportunities to redevelop using sustainable building practices. The social and economic benefits of these buildings are great, but the environmental benefits have long-term effects. Sustainable buildings are able to enhance and protect the sensitive urban ecosystems

that exist, while improving air and water quality to enhance quality of life for the building occupants as well as the surrounding communities. Energy conservation through techniques that utilize water reuse or renewable resources such as solar, wind, and geothermal can provide decreased emissions of noxious gases and reduce contributions to green house gasses; a major concern for climate change. A sustainably designed building can save energy costs, decrease the amount of heat discharged in urban areas, help to reduce carbon emissions to both the air and water, and reduce the waste associated with conventional building practices.

Low-Impact Development Technology/ Environmental Site Design

Low-impact development (LID) is a cost-effective alternative stormwater management technology that can be used to restore water quality of the streams in urban watersheds. LID combines the following six principles to protect and restore natural watershed features and improve water quality:

Conserve existing natural and topographic �features.

Retrofit to minimize environmental impacts �from cleared land and impervious surfaces.

Maintain or lengthen the pre-existing detention �time of storm events.

Install integrated management practices. �

Reduce contaminant migration and releases to �surface waterways.

Provide education about simple-to-install pollution �prevention measures.

Noise

Noise is generally defined as any form of unwanted sound. Noise is a composite of all background noises emanating from point and nonpoint sources and is transferred to a receptor or receiver. The amount of noise transmitted can vary considerably due to elevations, the existence of barriers, and project design. In general, the noise environment of the sector plan area is within the parameters set by the state of 65 dBA Ldn for residential outdoor activity areas and 45 dBA Ldn for indoor living areas in residential uses.


The major sources of noise in the plan area are Kenilworth Avenue (MD 201), Landover Road (MD 202), Rhode Island Avenue (Alt. US 1), and Bladensburg/Annapolis Roads (MD 450). These roads are classified as collector or arterial and generally produce noise levels above 65 dBA Ldn, the maximum state standard for residential uses. The 65 dBA Ldn noise contour extends approximately 300 feet from the centerline of the roadway as determined using a noise model. The noise model does not account for noise reductions that may be achieved by changes in topography or intervening structures and vegetation, so the actual levels of noise may vary from site to site.

Light Pollution

Light pollution is defined as light that causes a glow in the night sky from artificial sources such as street lights, lights from commercial uses, and light from residential sources. Light pollution also includes “light spill-over” when one property is more brightly lit than an adjacent one. The widely accepted “Crime Prevention through Environmental Design” (CPTED) guidelines were written to address how built environments can be designed to help reduce crime. The basic principle CPTED sets out is that light levels should be kept as constant as possible from one property to the next in order to reduce the amount of time that the human eye needs to adjust to the different light levels. This lighting scheme has the ability to reduce crime by providing an even level of light across various properties. Reducing light pollution also serves to reduce overall energy costs by directing the correct light levels in the right places, thereby reducing the need for higher wattage fixtures. The main sources of light pollution in the sector plan are the existing commercial uses, in particular the auto-related uses.

Air Pollution

The negative effects of air pollution are becoming increasingly recognized and efforts to mitigate its effect are being undertaken nationwide. Air quality issues result mostly from nitrogen oxide gases (NOx) and volatile organic compounds (VOCs) that are mostly by-products of burning gasoline and coal. These gases combine when heated up by

hot summer days and increasingly warming urban areas to create ozone, which can be detrimental to the health of humans, animals, and plants alike.

Asthma, the respiratory ailment most related to air pollution, has been increasing over the last few decades. According to the Centers for Disease Control, Maryland has among the highest percentages of teenage asthma in the U.S. (over 9.8 percent), and asthma is generally higher in urban and African-American communities.4

At this level of planning, it is difficult to address the regional problem of air pollution. The Washington metropolitan area is considered a “non-attainment area” by the EPA for air quality, mainly due to high levels of ozone. One of the sources of ozone is the mixing of vehicle exhaust in the atmosphere and the heating effect of the earth. If the overall number of vehicle trips can be reduced, the amount of ozone formed can be reduced, therefore reducing overall air pollution.

There are several small steps that could be taken to improve air quality in the sector plan that include reducing the overall number of vehicle miles traveled, providing a network of linkages for alternative forms of transportation and providing more opportunities for ride sharing. When combined with increases in tree canopy and the implementation of sustainable building techniques, localized air quality can be improved.

OBjECTIvESImplement the sector plan’s desired development �pattern while protecting environmentally sensitive features by meeting the full intent of environmental policies and regulations.

Restore and enhance water quality in areas that �have been degraded and preserve water quality in areas not degraded.

Address, through appropriate measures, issues �of energy consumption, light pollution, air pollution, and noise impacts.

4 Center for Disease Control statistics regarding asthma, 2006


Utilize environmentally sensitive design and �sustainable building solutions for new and redevelopment opportunities.

Policy 1:

Restore and enhance water quality in areas that have been degraded and preserve water quality in areas not degraded.

Strategies:

Identify appropriate stormwater management �strategies to alleviate the water quality impacts of land development and stream channel erosion and assist in the attainment and maintenance of water quality standards consistent with federal, state, and county programs and regulations.

Identify highly visible, ecologically significant �restoration projects within the primary corridors. Target mitigation efforts to include expanded vegetative buffers along streams, wetlands, and at headwaters for preservation of open space and utilize linear stormwater systems, sediment ponds, and created wetland systems as stormwater management strategies that function as public amenities.

Implement conservation landscaping techniques � that reduce water consumption and the need for fertilizers or chemical applications.

Include trash reduction and removal strategies �for urban stormwater management and storm drainage programs along the Northwest Branch of the Anacostia River.

Increase education and awareness of the trash �issue throughout the Anacostia Watershed.

Implement demonstration projects in open space � areas that provide educational information regarding the importance of preserving water quality and explain the innovative techniques used to do so.

Policy 2:

Require new and infill development to implement stormwater management techniques that minimize the amount and toxicity of stormwater runoff from a site.

Strategies:

Require the first inch of rainfall to be controlled �on-site through methods that facilitate infiltration, evapotranspiration, or reuse of the stormwater where appropriate.

Require environmentally sensitive design �stormwater techniques such as rain gardens, bioretention and infiltration areas, innovative stormwater outfalls, underground stormwater management, green streets, cisterns, rain barrels, grass swales, and stream stabilization to the fullest extent possible.

Require the use of shared environmentally �sensitive stormwater management facilities where appropriate.

Require street tree plantings to be incorporated �to manage stormwater management as an element of both green streets and open space enhancement.

Establish maximum impervious surface �percentages in urbanized areas during the evaluation of development proposals. Disconnection of large tracts of impervious surfaces shall be achieved through the use of alternative pavers, soil amendments and conditioning, bioretention areas, rooftop gardens, and other landscaping techniques that increase infiltration.

Design parking areas as either shared or as �structured lots. The use of parking garages and/or underground parking shall be priorities.


Policy 3:

Implement environmentally sensitive design building techniques and reduce overall energy consumption.

Strategies:

Encourage the use of green building techniques �as designated by the U.S. Green Building Council. New building designs should incorporate the latest environmental technologies in project buildings and site designs. As redevelopment occurs, the existing buildings should be reused and redesigned to incorporate energy and building material efficiencies.

Require the use of at least three green building �techniques on each new and redevelopment project, including but not limited to:

Creation of gray water reuse system. �

The use of low volatile organic compound �(VOC) materials.

Recycled and/or sustainable building materials � as designated by the U.S. Green Building Council.

Green roofs. �

Renewable/alternative energy sources such �as wind, solar, and geothermal.

Support the development of a countywide green �building program that provides incentives for reducing the overall impacts of buildings on the environment and to provide cleaner, healthier buildings to support the health and wellness of county residents and workers.

Reduce energy consumption through the use of �more effective and energy efficient indoor and outdoor lighting and air movement systems.

Policy 4:

Preserve and enhance the existing urban tree canopy.

Strategies:

Require a minimum of ten percent tree canopy �coverage on all new and redevelopment projects and encourage the preservation of existing specimen trees (trees 30 inches or greater in diameter at breast height).

Encourage the development of community- �based tree planting programs and where possible direct fee-in-lieu monies collected for conformance with the Woodland Conservation Ordinance to those programs.

Encourage a diversity of native-stock trees �when planting street, landscape, and lawn trees in order to promote ecosystem health and resiliency against disease and destruction.

Increase the percentage of urban tree canopy by �planting trees and other vegetation especially along roadways, in median strips, and within residential communities.

Plant trees in strategic locations to cool buildings �and mechanical equipment to reduce overall energy consumption.

Support the creation of a countywide tree �management plan to ensure the adequate maintenance and replacement of street trees in public spaces in order to minimize damage to private property.

Policy 5:

Reduce light pollution and intrusion into residential communities and environmentally sensitive areas.

Strategies:

Encourage the use of lighting technologies for �athletic fields, shopping centers, gas stations and vehicle sales establishments that reduce light intrusion on adjacent properties so that safe and even light levels are maintained.

Encourage the use of full cut-off optic light �fixtures.

Detailed lighting plans should be submitted for �new and redevelopment proposals to ensure light is properly directed on a site and minimizes glare on other sites.


Policy 6:

Reduce air pollution to support community health and wellness and champion nonmotorized alternatives by placing a high priority on transit-oriented development and transportation demand management (TDM) projects and programs.

Strategies:

Design new and redevelopment projects to �minimize the need for motor vehicle trips and to prevent conditions that may create local air pollution nuisances.

Provide an improved, continuous network �of sidewalks and bikeways to facilitate safe pedestrian use and access.

Provide park-and-ride lots along major roads �for carpools, vanpools, and transit users.

Incorporate tree planting and vegetated areas �into redevelopment plans and encourage tree planting on existing properties.

Policy 7:

Reduce adverse noise impacts to meet State of Maryland noise standards.

Strategies:

Evaluate development and redevelopment �proposals for the impacts of noise from Kenilworth Avenue, Rhode Island Avenue, and Bladensburg Road. Each site will be evaluated for conformance with noise standards using Phase I noise studies and noise models.

Provide for adequate setbacks for projects �located adjacent to existing and proposed noise generators and roadways of arterial classification or greater.

Provide noise attenuation measures when noise �issues are identified.

Provide sound barriers between incompatible �uses where appropriate.

Restrict hours of operation for uses that produce �excessive noise.


TRANSPORTATION

GOALThe sector plan area contains a fully integrated multimodal network of transportation elements that are safe and reasonably facilitate the movement of people and goods through and within the sector plan corridors by viable and reliable alternative transportation choices that will include bus and future fixed guided transit, walking, bicycling, and driving. The recommended transportation system, in a pleasant and friendly manner, will connect and provide convenient access to existing and planned residential, retail, and employment areas identified by the recommended land use plan.

BACKGROUND The sector plan is served by a broad transportation network that includes residential streets, collector streets, arterial highways, bus transit services, hiker/biker trails, and sidewalks. The amount of through traffic on major roadways serving the sector plan area has resulted in relatively heavy traffic congestion mostly during the morning and afternoon peak commuting hours. Closely spaced business entrances (individual curb cuts), inadequate or missing pedestrian facilities (sidewalks, trails, and visible crosswalks), numerous utility poles and overhead hanging utilities, districting signs, lack of appropriate landscaping and buffer areas, deficient nighttime pedestrian-scale street lighting, and traffic traveling at unsafe speeds have resulted in a less than inviting environment. These are among the reasons that pedestrian movement through the area is minimal or nonexistent, and the area has become highly auto oriented. Other transportation related issues and concerns that have been raised

by citizens, elected officials, and planning staff are overall lack of streetscape and inadequately sized and unattractive connections between residential neighborhoods, commercial areas, and nearby Metro stations.

As a result, the recommended transportation system for the Port Towns area needs to concentrate on maximizing the utility of the existing transportation network and the changes that will:

Improve the ability of internal roadways to �safely and efficiently manage the current and projected traffic volumes.

Provide adequate accessibility to all existing �and planned development and activities.

Provide pleasant and direct connections to �existing nearby heavy rail and planned fixed guided transit (FGT).

Define and incorporate streetscape that is �pleasant and inviting and improves the visual and functional qualities of major roadways serving the Port Towns.

Reduce dependency on use of automobile. �

Include interconnected system of crosswalks �with an attractive and safe pedestrian network that encourages walking to work, shops, schools, parks, and transit.

The Port Towns Sector Plan area is within the 2002 General Plan’s designated Developed Tier, therefore, and in addition to above listed objectives, the recommended transportation infrastructure will also need to:

Capitalize on investments in transportation and �other infrastructure.


Maintain/renovate existing public infrastructure. �

Promote transit-supporting, mixed-use, pedestrian � -oriented neighborhoods.

Renew/redevelop commercial strips. �

Capitalize on public investment in the existing �transportation system.

Ensure transit supportive and transit serviceable �development.

Require pedestrian-oriented and transit-oriented �design.

TRANSIT ELEMENT

BACKGROUNDThe Washington Area Transit Authority (WMATA) and the Prince George’s County Department of Public Works and Transportation (DPW&T) provide transit and bus service to the area. Although the Maryland Railroad Commuter (MARC) passes north of Annapolis/Bladensburg Road, it does not make any stops within the sector plan area. The closest MARC station that could be used by the sector plan area’s residents, workers, and visitors is the Riverdale Park Station, located more than 2.5 miles north of the sector plan area.

The F1, F2, F8, T18, 84, and 85 are WMATA routes operating along a portion or the entire segment of Annapolis/Bladensburg Road within the sector plan area, and provide connections to the Metrorail system at the Fort Totten Station (Red Line), the West Hyattsville, and the College Park Stations (Green Line), and the Deanwood and Cheverly Stations (Orange Line). The WMATA’s bus route R12 operates along Kenilworth Avenue and provides connections to the Metrorail system at the College Park Station (Green Line) and the Deanwood Station (Orange Line). WMATA bus routes 84 and 85 serve Annapolis/Bladensburg Road and Edmonston Road and provide connections to the Metrorail system at the Fort Totten Station (Red Line) and the New Carrollton Station (Orange Line). The county’s (TheBus) route 18 services the sector plan area by operating along Annapolis/Bladensburg Road and providing connection to the Metrorail system at the West Hyattsville Station (Green Line) and the Cheverly Station (Orange Line). Most of these

routes converge in the proximity of the Peace Cross area and the Bladensburg Waterfront Park. These routes together in and around the sector plan area provide over 15,500 daily passenger trips.

Goal

Plan an integrated bus transit, and eventually FGT, with an additional MARC station in Cottage City close to the western gateway of the Bladensburg corridor that provide efficient and user-friendly transit service that will supplement and, within the sector plan area, supplant the private automobile as a mobility option.

Policy 1:

Coordinate transit service and additional facilities planning for the Port Towns area with MTA, WMATA, and DPW&T and through the current and subsequent transit service operations plans (TSOP).

Strategies:

Explore and ensure that DPW&T, WMATA, �and MTA will comprehensively coordinate for planning and design for the provision of a new MARC Station in Cottage City close to the western gateway of the Bladensburg corridor.

Explore and ensure that DPW&T, WMATA, �and MTA will comprehensively coordinate for planning and design to extend the planned Rhode Island Avenue FGT in the District of Columbia to connect the Port Towns to the proposed Purple Line Station at Kenilworth Avenue and East West Highway (MD 410) in Riverdale Park.

Investigate and construct additional roadways �and access driveways to ensure adequate linkage between the planned development areas, the Bladensburg Waterfront Park, the proposed FGT, and the planned transit center.

Explore ways to stage the needed transit service �enhancement and the construction of the planned Port Towns FGT and transit center to accommodate the planned development within the sector plan.


Explore the feasibility of constructing a Port �Towns transit center, similar to the planned Takoma-Langley Park transit center, in the vicinity of Peace Cross and Bladensburg Waterfront Park.

Ensure that planned roadways and access �roads are designed and constructed with cross sections that can accommodate transit bus service and provide reasonable linkage between the existing and planned activity nodes within the sector plan, the existing Metro stations, and the planned Port Towns MARC station.

Policy 2:

Comprehensively and aggressively plan for increased bus service including all day and weekend service with minimum 30-minute headways. The minimum 30-minute headway equates to at least two buses serving the same route and stations during an hour.

Strategy:

Coordinate with DPW&T and WMATA to provide �unified, well-lit, accessible, attractive, durable, and all-weather bus shelters with benches, trash cans, dual language route maps and schedules, and highly visible and effective wayfindings at all bus stops throughout the corridor, and especially along Annapolis, Bladensburg, and Edmonston Roads.

Policy 3:

Evaluate the feasibility of constructing new park-and-ride facilities within the sector plan area.

Strategy:

Consideration for park and ride facilities should �be given to the following locations:

At the eastern gateway of Annapolis Road and �in close proximity to the Publick Playhouse.

At the Peace Cross area and in close proximity �to the Bladensburg Waterfront Park and nearby historic buildings and properties.

At the western gateway of the Bladensburg �corridor and near the proposed MARC Station.

Policy 4:

Encourage transit-oriented development (TOD) within the sector plan area. All new development and redevelopment applications should incorporate and be reviewed for transit, bicycle, and pedestrian supportive design.

Strategy:

Explore ways of targeting and marketing �community outreach efforts both in English and Spanish on an on-going basis to ensure that all sector plan area residents and workers are aware of available transit services and to provide education and training classes regarding traffic rules and safe pedestrian behavior.

Policy 5:

The sector plan recommends the establishment of a transportation demand management district (TDMD) for the sector plan area, in accordance with Section 20A-204 of the Prince George’s County Code. The main purpose of the TDMD is to help implement the General Plan policies for the Developed Tier by recommending timely transportation-related improvements or actions that will reduce, or divert to other modes, the vehicle trips generated by the preferred development for the sector plan.

ROADWAY ELEMENTGOALDevelop a transportation system that improves existing and recommend construction of new roadways with minimal disruptions that is safe, efficient, and accessible; reduces dependency on the automobile; and supports the sector plan’s proposed and preferred development and land use concept.

BACKGROUNDThe 2007 annual average daily traffic (AADT) volumes along major roadways serving the sector plan area ranges from 36,000 vehicles along Annapolis/Bladensburg Road (MD 450), 33,000 vehicles along Kenilworth Avenue (MD 201), 24,000 vehicles along Landover Road (MD 202), 14,000 vehicles along Baltimore Avenue (Alt. US 1), 9,000 vehicles along 38th Street (MD 208) 7,000 vehicles along Edmonston Road, to 6,000 vehicles along 48th/Quincy Streets.


The Annapolis/Bladensburg Corridor, which is approximately three miles long within the sector plan area, extends from Eastern Avenue to MD 202. This road corridor serves as a “main street” for the Port Towns area, but little exists along it to create a unique identity. This corridor at present time mainly caters to the automobile, much as it has for the latter half of the twentieth century, which contributes to an unfriendly pedestrian environment. Parking lots dominate much of the retail shopping areas and discourage visitors who are unfamiliar with the Port Towns area and whose impressions are made solely on appearance. Sidewalks are not continuous and accessible. The corridor streetscape needs upgraded amenities including well-defined crosswalks, street trees, pedestrian-scale lighting, and signage.

Baltimore Avenue/Alt. US 1 is currently used as a high-speed bypass road for traffic going to and from the District of Columbia. The presence of numerous unrestricted driveways along both sides of these parallel one-way roads, relatively fast and uncontrolled vehicle movements, and lack of adequate and continuous sidewalks and pedestrian crossings have resulted in an unsafe environment for all users along these roadways in the vicinity of the Peace Cross junction and Bladensburg Waterfront Park.

The convergence of Annapolis and Landover Roads, two major east/west arterial roadways serving the Port Towns area, is unattractive and unsafe for

the level of pedestrian activity that is present or is projected for the immediate area. The area also provides limited safe connections for vehicular and pedestrian movements between neighborhoods located to the north and south of this area. The key roadway issues for the Port Towns area that need to be addressed include: the need to improve vehicular and pedestrian connections to the waterfront area; the potential “canyon effect” and barriers created by the Kenilworth Avenue overpass and the recently completed CSX railroad bridge between 46th and 47th Streets; the lack of accessibility and visibility of the area’s historic properties, especially near the Kenilworth Avenue overpass; lack of a convenient pedestrian environment near the existing Publick Playhouse; and pedestrian accessibility and safety along major roadways serving the Port Towns area. For planning purposes, the ratio of existing or projected daily traffic volumes to daily service volumes, typically defined over a range of operating conditions, is used to describe the congestion level or level-of-service (LOS) experienced by drivers along a given roadway. LOS ranges from A (free flow condition with little or no congestion) to F (failure condition with stop-and-go traffic). The General Plan recommends LOS E or better, for all areas within the Developed Tier, which includes the sector plan area. Table 10 identifies the existing AADT volumes, the recommended daily service

Table 10: Existing AADT, Daily Service Volumes, and Levels of Service

Roadways Route IDCountywide Master Plan Transportation

Designation

Existing Average

Daily Traffic

Maximum Daily

Service Volume

Existing Level of Service

Bladensburg Road Alt. US 1 A-17; Arterial (4-6 lanes) 36,100 53,580 D

Annapolis Road MD 450 A-18; Arterial (6 lanes) 33,700 80,770 BKenilworth Avenue MD 201 A-14; Arterial (6 lanes) 32,500 80,770 B

Baltimore Avenue Alt. US 1 C-224; Collector (4 lanes) 13,900 31,870 C

38th Street C-234; Collector (2 lanes) 9,500 15,930 B

Edmonston Road P-205; Primary (2 lanes) 7,000 10,000 C


volumes, and the resulting LOS for key roadways within and serving the sector plan area.

As shown, all major roadways within the sector plan area are operating at acceptable levels of service. But, it is important to note that operational problems exist during peak commuting periods at the signalized intersections of Bladensburg Road with Baltimore Avenue and Annapolis Road with Landover Road, due to their unconventional geometric layouts. The presence of relatively dense residential development; extensive parking lots with closely spaced business entrances (individual curb cuts); convergence of several local and regional bus routes; lack of adequate and continuous sidewalks, bikeways, and cross walks; poor pedestrian street lighting; and significant amount of turning traffic are major contributing factors that make these intersections unsafe, inhospitable, and challenging especially for pedestrians, bicyclists, and transit passengers.

The presence of existing left-turn lanes from eastbound Bladensburg Road to 48th Street and from westbound Bladensburg to the MD 201 southbound ramp, located east of the Kenilworth Avenue overpass, create difficulty in provision of needed on-road bikeways and usable sidewalks along this important segment of Bladensburg Road. Pedestrians and bikers are forced to use either a pair of highly unattractive, dark, and unsafe pedestrian tunnels located on either side of Bladensburg Road, or take unwarranted risk by walking or biking along the outside travel lanes of Bladensburg Road, which is filled with a heavy mix of high-speed vehicle traffic.

Policy 1:

Utilize the complete street and context-sensitive concepts as recommended by the Preliminary Countywide Master Plan of Transportation to promote walking, biking, and transit along with automobile use.

Strategies:

Consider the realignment, redesign, and �reconstruction of the southbound Alt. US 1 south of its intersection with Rhode Island Avenue as a two-way, limited access, two-lane collector

roadway with a standard three-way signalized intersection with Bladensburg Road.

Explore how to realign, redesign, and reconstruct �the northbound Alt. US 1 south of its intersection with Rhode Island Avenue to a two-way, primary street with two travel lanes, on-street parking, and a “waterfront main street” theme that intersects with Bladensburg Road just west of the Bladensburg Waterfront Park access road intersection.

Explore, and if deemed acceptable by SHA, �install a pedestrian-activated traffic signal at the intersection of 46th Street/Park Access Road with Bladensburg Road to ease automobile, bicycle, and pedestrian access in and out of the Bladensburg Waterfront Park.

Coordinate with SHA to create a signalized �intersection at MD 201 and the on/off ramp along northbound lanes to 48th street, to allow left turns to and from MD 201 southbound lanes at this location. This action would help to eliminate the existing left turns from westbound Bladensburg Road to southbound MD 201 and from eastbound Bladensburg Road to northbound 48th street.

Explore and secure the SHA authorization �to install pedestrian-activated signals at key intersections along Annapolis/Bladensburg Road, especially at Peace Cross, Bladensburg Waterfront Park Access Road, Kenilworth Avenue at 48th Street and Decatur Street, and Baltimore Avenue.

Evaluate the provision of raised sidewalks and �on-road bike lanes and a raised median along Bladensburg Road and under the existing MD 201 overpass between 48th Street and Baltimore Avenue.

Investigate and evaluate to reconfigure and �reconstruct the MD 202 approach to Annapolis Road to create a three-way signalized intersection to improve the overall traffic operation and better accommodate the expected pedestrian activities.

Explore ways to construct a new roadway �connection from Edmonston Road through the Three Brothers Shopping Center to Kenilworth Avenue. Improve its intersection with Kenilworth


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Avenue and Edmonston Road if deemed feasible by SHA and DPW&T.

Explore ways to reconstruct both approaches of �48th Street to two-lane primary streets with on-street parking and investigate the provision of a historic-themed landscape treatment for the segment between Annapolis Road and Quincy Place to reinforce this area as a special historic zone.

Evaluate to improve and implement parkway �characteristics along Kenilworth Avenue within the sector plan area by limiting driveway connections; improving streetscape with new sidewalks, plantings and median plantings; and provide lighting and safe crosswalks at Decatur and Buchanan Streets.

Where deemed appropriate, utilize on-street �parking and traffic-calming techniques such as lane narrowing, signage, and speed bumps to discourage nonlocal vehicular traffic on residential streets.

Investigate and explore ways to reconstruct the �Annapolis/Bladensburg Road corridor as a four- lane divided roadway that will accommodate the planned Port Towns FGT and include attractive landscaping, raised median, on-road bike lanes, and continuous sidewalks from its intersection with MD 202 to Eastern Avenue.

Policy 2:

Where considered feasible by SHA and DPW&T, provide on-street parking to slow down vehicular traffic and act as a buffer between moving vehicles and pedestrians.

Strategies:

Investigate construction of Spring Street and �Bostwick Place as new two-lane primary streets with on-street parking. Spring Street is proposed to connect Edmonston Road to 48th Street and Bostwick Place will extend from Annapolis Road to Quincy Place.

Extend Taylor Street west as a primary �residential street with on-street parking to Kenilworth Avenue.

Reconstruct Edmonston Road as a three-lane �collector facility with on-street parking and on-road bike lanes and continuous sidewalks on both sides such that it would also accommodate the proposed Port Towns FGT to the planned Purple Line station in Riverdale Park.

Extend the Crittenden Street as a primary �street with on-street parking to intersect with Edmonston Road .

Extend 53rd Avenue as a new primary street �with on-street parking from Decatur Street to Emerson Street to create a new street connection parallel to Kenilworth Avenue.

Policy 3:

Maintain LOS E at major intersections in the area for any new or redevelopment application when required by the county’s Zoning Ordinance and subdivision regulations, unless the Port Towns area is designated as a Transportation Priority Growth District (TPGD) by the District Council. This service level requirement is consistent with the 2002 General Plan policy for the Developed Tier.

TRAILS

GOALDevelop a comprehensive network of paved and natural surface trails, sidewalks, neighborhood trail connections, and on-road bicycle facilities for transportation and recreation use. Trails should be compatible with the Americans with Disabilities Act (ADA) and designed to accommodate hikers, bicyclists, equestrians, and mountain bikers. Communities should be designed to accommodate pedestrians and bicycles, as well as automobiles. Sidewalk and trail connections should be provided to schools, parks, activity centers, and other public facilities.

BACKGROUND: BICYCLE, PEDESTRIAN, AND TRAIL FACILITIESThe Anacostia Tributary Trails Network provides an extensive system of stream valley park trails throughout the Port Towns and surrounding communities. The concept of the Anacostia Trails Heritage Area (ATHA) Management Plan was inspired in part by the Anacostia Tributary Trails


Network. Built by M-NCPPC along the Anacostia River and its tributaries, the system encompasses 25 miles of off-road trails, generally via an eight-foot-wide paved path.1 The potential exists to extend the Paint Branch segment through Beltsville north to Laurel and back to Greenbelt, greatly increasing the size of the current system.

The M-NCPPC Department of Parks and Recreation has completed many recent improvements to the Bladensburg Waterfront Park, including a walkway along the river, playground equipment, visitor’s center, and a picnic shelter. A pedestrian bridge connecting the Anacostia Tributary Trails Network with the waterfront park was opened in 2006. This bridge links Bladensburg with Colmar Manor and provides access to the 25-mile Anacostia Tributary Trails Network. The Department of Parks and Recreation is currently designing and applying for permits for the extension of the Anacostia River Trail. This trail will run along the eastern side of the Anacostia River from the Bladensburg Marina south into the District of Columbia, where it will link to the Kenilworth Aquatic Garden and the planned D.C. Riverwalk.

The community has identified improved pedestrian safety and walkability as important issues to be addressed in and around the Port Towns. Sidewalks are fragmented or missing in many areas. Major roads and the CSX railroad tracks provide barriers to pedestrian travel. Frequently, the automobile is the only practical way to make even short trips in the Port Towns area.

Because of the existing and planned facilities at the waterfront park, pedestrian access from the Bladensburg Town Center to the park was identified as a community priority during the town center sector planning. It should also be noted that the Department of Parks and Recreation has recently constructed a sidewalk connection along the park entrance road from Annapolis Road to the waterfront, thus improving pedestrian access within the park.

1 Approved Anacostia Trails Heritage Area Management Plan, A Functional Master Plan for Heritage Tourism, 2001.

The sector plan recommends that accommodations for bicycles and pedestrians be provided throughout the Port Towns as development occurs or as road improvements are completed. This proposed network will include trail connections, continuous standard or wide sidewalks, and on-road accommodations, such as designated bike lanes, for bicyclists. As trails, sidewalks, and facilities for on-road bicyclists are provided, it will become more feasible for area residents to make some trips by walking or bicycling.

Policy 1:

Incorporate appropriate pedestrian-oriented features in all new development.

Strategies:

Develop a pedestrian/bicycle loop around the �perimeter of the Bladensburg Town Center. This loop will provide for continuous pedestrian facilities around and to the town center, and provide a pedestrian alternative to the high- speed, high-volume traffic of Annapolis Road. Pedestrian improvements should include the provision of continuous standard or wide sidewalks, as well as “Share the Road with a Bike” signage, and appropriate pavement markings.

Designated bike lanes should be considered if �right-of-way conditions permit. Roads proposed for sidewalk and bikeway improvements on this loop include: Upshur Street, Tilden Road, 55th Avenue, Quincy Street, and 54th Place. These improvements, in conjunction with a trail connection to the Anacostia River Trail and a pedestrian bridge to Bladensburg Waterfront Park, will greatly enhance pedestrian accessibility throughout the town center and to area recreation facilities.

Accommodate pedestrian crossings with well- �marked, attractive crosswalks (See Map 17: Existing and Proposed Trails). Contrasting surface materials should be used, and pedestrian amenities and safety features should be incorporated where appropriate. These features can include benches, trash receptacles, bus shelters, and pedestrian-scale lighting. Safety features can include curb extensions, raised


crosswalks, in-pavement lighting at crosswalks, pedestrian refuges or “safe havens,” and pedestrian count-down signals.

Provide a wide sidewalk with landscaping and �pedestrian amenities along the town center’s frontage of Baltimore Avenue and Annapolis Road.

Provide sidewalks along both sides of all roads �within the town center. Roads with a designation of boulevard, main-street, and local/retail street should include sidewalks 15-20 feet wide and pedestrian amenities.

Policy 2:

Develop Annapolis Road as a pedestrian-friendly corridor with safety improvements and a main street/boulevard streetscape.

Strategies:

Provide a pedestrian-friendly, “main street” �environment along Annapolis Road between 46th Street and 51st Street. Improvements should include wide sidewalks extending to the back of the curb, a planted center median, and pedestrian crosswalks with pedestrian refuges or “safe haven” areas. Crosswalk treatments should include visible, contrasting surface material and pavement markings, and may also include additional signalization for timed pedestrian crossings, in-pavement lighting along the crosswalk, curb extensions, and other safety features.

Provide a pedestrian boulevard environment �along Annapolis Road between 51st Street and 56th Avenue. Improvements should include standard or wide sidewalks, a planted strip between the back of the curb and the sidewalk, a planted center median, and pedestrian crosswalks with pedestrian refuges or “safe haven” areas. Crosswalk treatments should include visible, contrasting surface material and pavement markings, and may also include additional signalization for timed pedestrian crossings, in-pavement lighting along the crosswalk, curb extensions, and other safety features.

Provide for safe north/south pedestrian �travel across Annapolis Road in the vicinity of the Landover Road and Annapolis Road intersection.

Provide designated bike lanes or striped wide �outside curb lanes to the extent feasible and practical due to existing conditions and right-of-way constraints.

Any reconfiguration or improvements to the �juncture of Baltimore Avenue, Annapolis Road, and Bladensburg Road at Peace Cross should include sidewalks, marked or contrasting crosswalks, and other pedestrian safety features and amenities.

Policy 3:

Develop bicycle-friendly roadways in conformance with the latest standards and guidelines.

Strategies:

Develop on-road bicycle facilities in accordance �with the American Association of State Highway and Transportation Officials (AASHTO) Guide for the Development of Bicycle Facilities. On-road bicycle facilities can include designated bike lanes, wide outside curb lanes, paved shoulders, and appropriate bikeway signage.

Provide designated bike lanes along Edmonston �Road and Baltimore Avenue.

Provide on-road bicycle facilities along major �roads as road improvements or road restriping occurs. These roads include MD 202, MD 201, MD 450, and US 1. While designated bike lanes in conformance with AASHTO standards may not be feasible due to right-of-way constraints, wide outside curb lanes should be provided to allow additional space for bicycle traffic.

Provide bikeway signage and bikeway �improvements along Decatur Street west of Kenilworth Avenue. Designated bike lanes should be considered if right-of-way and on-street parking allow.


Provide bikeway signage and bikeway �improvements along Decatur, Edmonston, and Emerson Streets east of Kenilworth Avenue. Designated bike lanes should be considered if right-of-way and on-street parking allow.

Continuous sidewalks should be provided along �both sides of Edmonston and Emerson Streets.

Policy 4:

Provide new trail, pedestrian, and bicycle connections to the Bladensburg Waterfront Park and the Anacostia Tributary Trails Network.

Strategies:

Provide a trail connection from Baltimore �Avenue to the existing Anacostia River Trail in the vicinity of Upshur Street.

Provide a stream valley trail along the east side �of the Anacostia River north of Annapolis Road. This trail will complement the existing multiuse trail along the west side of the Anacostia River.

Extend the Anacostia River Trail along the east �side of the Anacostia River from Bladensburg Waterfront Park into the District of Columbia. This trail will extend the existing Anacostia Tributary Trails Network, provide a future connection to the planned District of Columbia riverwalk, and provide for improved trail connectivity between Prince George’s County and the existing and proposed trails in the District of Columbia.

Provide a pedestrian bridge over the railroad �tracks to Bladensburg Waterfront Park in the vicinity of the town center and Quincy Run. This bridge will connect the pedestrian/bicycle loop along Quincy Street and the town center with the waterfront park, the existing pedestrian bridge to Colmar Manor, and the planned extension of the Anacostia River Trail into the District of Columbia.

Provide a pedestrian and bicycle connection �to the Bladensburg Waterfront Park that utilizes that requires the following specific improvements:

Sidepath construction along MD 201 from �Lydell Road to 52nd Avenue.

Sidewalk and bikeway improvements along �52nd Avenue from MD 201 to the alley extension of Lloyd Street.

Trail construction within or along the alley �from 52nd Avenue to MD 201.

Sidewalk and bikeway improvements along �Lloyd Street from MD 201 to the WSSC Property (Parcel 80).

Ensure the development of trail construction �from Lloyd Street to the Bladensburg Waterfront Park.

Develop a trail easement use agreement to �ensure that this trail connection will require a public use trail easement or use agreement between M-NCPPC and WSSC.

Policy 5:

Provide new trails and improve trail connectivity.

Strategies:

Coordinate acquisition or public use easements �along a developed greenway to provide a trail along Quincy Run within a developed greenway. (This trail will utilize existing M-NCPPC parkland and will require some additional parkland. In areas where stream valley trail construction is not feasible, standard or wide sidewalks should be utilized along adjacent roads.)

Link the planned sidewalk network within the �Bladensburg Town Center with the western edge of the Quincy Run stream valley trail with a potential pedestrian bridge over Kenilworth Avenue and the CSX Railroad to the waterfront park. Provide trails around and to the future stormwater management facilities and recreation areas of Bladensburg South Community Park. The Quincy Run Trail will provide the major trail connection into and through this park.


Policy 6:

New road construction and road improvement projects in the Port Towns should incorporate “complete streets.” Accommodations should be provided for pedestrians and bicyclists, as well as motor vehicles.

Strategies:

Provide standard sidewalks along both sides of �all new road construction in the Port Towns.

Road improvement and restriping projects �should comply with the AASHTO Guide for the Development of Bicycle Facilities.

Implement pedestrian safety measures at �road crossings and trail intersections. These improvements can include curb extensions, in-pavement lighting in crosswalks, raised crosswalks, road striping, additional signage and lighting, and contrasting surface materials, as deemed appropriate by the communities and road agencies.

Provide trail and sidewalk connections to �connect land uses as opportunities become available and development occurs.

Provide sidewalk construction along priority �corridors within the Port Towns in order to provide safe routes to schools. These corridors include: Upshur Street, Tilden Road, 55th Avenue, Quincy Street, and 54th Place, which have already been identified as needing bicycle and pedestrian improvements in the Bladensburg Town Center Sector Plan. Other priority corridors within the Port Towns that require sidewalk or streetscape improvements include 52nd Avenue, Crittenden Street, Buchanan Street, Tanglewood Drive, 48th Street, and 46th Street.

Policy 7:

Develop thematic or heritage trails that build upon the historic, cultural, and natural resources in the Port Towns area.

Strategies:

Develop the Battle of Bladensburg Trail within �the Port Towns (See Map 17: Existing and Proposed Trails).

Utilize streetscape improvements along US 1 and �MD 450, existing trails at Bladensburg Waterfront Park, and sidewalk and trail improvements along 48th Street to the Bostwick House.

Develop wayfinding and interpretative signage �along all trails, as well as route maps and more detailed interpretative material.


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PUBLIC FACILITIES

GOALPublic facilities are provided in locations that serve and promote a more livable community. Schools are not overcrowded and are convenient to foster learning. Police, fire, and rescue services are located where response time is minimal and library services are located in proximity to users.

PUBLIC SCHOOLSBACKGROUNDThere are four elementary schools—Port Towns, Bladensburg, Rogers Heights, and Templeton—located in the immediate sector plan study area. Bladensburg High School, as well as Annapolis Road Academy Alternative High School are also within the sector plan study area. The middle school servicing the area is William Wirt, which is located in Riverdale.

The schools serving the children in the study area are shown in Table 11. Each school’s name, address, 2007 enrollment, state rated capacity, percent of capacity, and acreage is also identified.

CONDITION OF PUBLIC SCHOOL FACILITIES In May 2008, Parsons 3D/International, in association with three subcontractors, completed a facilities condition assessment of public schools within the county. It explored the physical conditions of each school, both internal and external. Parsons identified which schools required improvements based upon age and the cost of renovation versus the replacement of the facility. The study measured schools based upon a facilities

condition index (FCI) which is a measurement of “a facility’s condition represented by the ratio of the cost to correct a school facility’s deficiencies to the current replacement value of the facility.”

Schools with an FCI of 0-40 percent are considered to be in good condition. Schools with an FCI of 40-75 percent are considered to be in fair condition. Lastly, schools with a FCI greater than 75 percent are considered to be in poor condition. Schools constructed since 1993 were not evaluated.

Table 12 includes the FCI for public schools within the Port Towns Sector Plan study area. Four of the schools evaluated are in fair condition and one school is good condition. Two schools were not evaluated because they are fairly new schools constructed since 1993.

POPULATION PROjECTIONS AND THEIR IMPACT ON PUBLIC SCHOOLS The current pupil yield rates are based on the following factors: (.16) for elementary school, (.13) for middle school and (.14) for high school. Elementary schools are built to accommodate 740 students, middle schools have a capacity for 900–1,000 students, and high schools have a capacity for 1,500–2,200 students. In addition, elementary schools have a neighborhood orientation while middle schools and high schools have a more regional orientation.

This plan projects an increase of 2,236 dwelling units in the study area by 2030. Based on current pupil yield factors, the dwelling unit growth is projected to yield 358 additional elementary school students, 291 additional middle school students, and 313 additional high school students.


Table 12: 3DI Ranking of Prince George’s County Public Schools within the Port Towns

School Address Year Constructed 2008 3DI FCISchool

Condition

Bladensburg Elementary School

4915 Annapolis Road 1990 25% Good

Port Towns Elementary School

4351 58th Avenue 2004 N/A N/A

Rogers Heights Elementary School

4301 58th Avenue 1959 45% Fair

Templeton Elementary School

6001Carters Lane 1968 75% Fair

William Wirt Middle School

62nd Place and Tuckerman Street

1964 44% Fair

Bladensburg High School

5610 Tilden Lane 1950 (Original Building)

2005 (Replacement)

N/A N/A

Alternative High School (Bladensburg Instructional Ctr. High)

5150 Annapolis Road 1939 53% Fair

Source: Parsons 3D/International, May 2008

Table 11: Prince George’s County Pubic Schools within the Port Towns

School AddressEnrollment

2007

State- Rated

Capacity

Percent Capacity

Building Size (Square Feet)

Site Size (Acreage)

Bladensburg Elementary School

4915 Annapolis Road

596 650 92 62,050 12.8

Port Towns Elementary School

4351 58th Avenue 756 750 101 77,586 *

Rogers Heights Elementary School

4301 58th Avenue 619 572 108 56,588 *

Templeton Elementary School

6001Carters Lane 570 521 109 63,432 10.0

William Wirt Middle School

62nd Place and Tuckerman Street

814 816 100 106,318 18.5

Bladensburg High School

5610 Tilden Lane 1,774 1,923 92 304,000 21.4

Alternative High School

5150 Annapolis Road

117 100 117 74,807 4.2

Source: Prince George’s County Public Schools Educational Facilities Master Plan 2007-2008 * Port Towns and Rogers Heights Elementary Schools share a 14.6-acre site.


Table 13 shows the state-rated capacity, 2007 enrollment, existing, and projected excess seats and deficit seats, pupil yield, and enrollment at buildout for the study area.

Policy 1:

Establish a standard minimum site size for new construction, rehabilitation, and the adaptive reuse of structures for schools within urban settings.

Strategy:

Construct urban schools on adequate sites in �areas where schools are needed yet available developable land is limited.

Recommendation:

In the 2007 approved Bladensburg Town Center Plan, the following is stated as Policy 2 under the Annapolis Road subsection, Development Pattern section:

Consider adaptive reuse of the existing Annapolis Road Academy Alternative High School Building as a possible loft/condominium complex.

There are three strategies that fall under Policy 2. They are:

Conduct a search for an appropriate site to �relocate the alternative school.

Evaluate the structural capacity of reusing the �existing alternative school structure.

Assemble parcels east and west of the alternative �school site to develop a central parking facility.

It is recommended that Policy 2, Strategies 1 through 3, be deleted through the approval of the Port Towns Sector Plan and Sectional Map Amendment. Additionally, it is recommended that Policy 2 and Strategies 1 through 3 in the 2007 approved Bladensburg Town Center Plan be replaced with the following policy and strategies.

Large parcels of vacant developable public land are scarce within the study area. It is, therefore, recommended that the Board of Education maintain the Alternative High School site to address planned growth in the future and its associated impact on elementary schools.

Policy 2:

Preserve, retain, and support existing public school facilities and school sites.

Strategies:

Rehabilitate the Annapolis Road Alternative High �School site to adaptively reuse the building or site as an elementary school (pre-K through 6th grade) to meet the future need for an additional elementary school based on the build-out of the Port Towns.

Consideration should be given to the �construction of an urban school model if adaptive reuse in not feasible.

Locate an elementary school symbol on �the land use map at the Annapolis Road Alternative School site.

Table 13: Projected School Enrollment and Capacity Needs

SchoolsState-Rated

Capacity

2007 Enrollment

Existing Excess Seats/ Deficit

Pupil Yield

Projected Needed

Seats With Pupil Yield

Enrollment at Buildout

Projected Excess/ Deficit

Percent Capacity With Du Growth

Elementary 2,493 2,541 -48 0.16 358 2,899 -406 116Middle 816 814 +2 0.13 291 1,105 -289 135High 1,923* 1,774* +149 0.14 313 2,087 -164 109

Source: Prince George’s County Planning Department, M-NCPPC, 2008 *Alternative High School capacity and enrollment was not included in determining future needs.


Convert the existing Bladensburg Elementary �School into a pre-K through 8th grade school to meet the study area’s future needs for additional middle school seats.

Locate a pre-K through 8th grade school �symbol on the land use map at the Bladensburg Elementary School site.

Renovate existing school facilities in the study �area with the greatest need based on the facilities condition assessment (The facilities condition assessment is conducted by Parsons, 3D/International, a consultant for Prince George’s County Public Schools).

Policy 3:

Construct the appropriate number of schools in order to achieve a school system that operates at 100 percent of capacity or less at every school considering the urban setting.

Strategy:

Colocate new schools and new community �center facilities/parks on the same site, when appropriate.

LIBRARY FACILITIES

BLADENSBURG LIBRARY BRANCHThe Bladensburg Library Branch is located at 4820 Annapolis Road in Bladensburg. The library is a former school site, which was erected in 1925. The library opened at the site in 1978. The 7,300-square- foot building is on 1.25 acres. The branch has a 20,000-volume capacity and had a 2004 circulation of 43,948 volumes and an increase in 2005 book circulation of 48,771 volumes.

Based on library standards, a library branch can generally support a population of 40,000 to 80,000. According to population data, the study area population will be 65,334 at buildout. Because the Bladensburg Branch is one of the smaller branches in the county and the structure is over 80 years of age, the construction of a new 25,000-square-foot library or renovation and expansion of the existing library is recommended to provide adequate library service at buildout.

Policy 1:

Provide state-of-the-art library facilities that are convenient and will efficiently serve the existing and future population.

Strategy:

Locate a library site symbol on the plan map at �Edmonston and Annapolis Roads in the planned Bladensburg Town Center as identified in the June 2007 Approved Bladensburg Town Center Sector Plan and Sectional Map Amendment.

PUBLIC SAFETYThe Port Towns Sector Plan and Sectional Map Amendment reaffirms the goals, objectives, policies and strategies identified in the March 2008 Approved Public Safety Facilities Master Plan.

COUNTY POLICE FACILITIESThe District I Station in Hyattsville provides county police services for the Port Towns Sector Plan study area. The District I Station is housed in the Hyattsville Justice Center located at 5000 Rhode Island Avenue. The 47,446-square-foot facility was completed as part of the Hyattsville Court construction project.

MUNICIPAL POLICE FACILITIESThe Town of Bladensburg Police Department has a total of 15 sworn officers and 10 civilian employees. This police department is the largest municipal police department in the Port Towns study area. The Town of Cottage City and the Town of Edmonston each have 5 sworn officers. The Town of Colmar Manor is currently in the process of starting up a new police department. The municipal police augment the county police force. According to the 2007 approved Bladensburg Town Center Plan, “the consolidation of the municipal police facilities is a priority redevelopment strategy for the Tilden Road and Edmonston Road area.”

The following public safety facility goals, objectives, policies, and strategies of the 2002 Prince George’s County Approved General Plan as it applies to police facilities are restated in the March 2008 Approved


Public Safety Facilities Master Plan. These goals, objectives, policies and strategies reaffirm the recommendations of the Approved Public Safety Facilities Master Plan.

Goal:

To provide needed public facilities in locations that efficiently serve the county’s population.

Objective:

Strive to provide police facilities that meet planning guidelines and other appropriate best practices or guidelines.

Policy 1:

Efficiently provide needed public facilities.

Strategy:

Seek opportunities for colocation (either �in single buildings or single properties) of compatible and complementary facilities in future planning efforts.

Policy 2:

Construct police facilities that meet the needs of the community.

Strategies:

Conduct a space study prior to the construction �or renovation of any police facility.

Include funds in all capital improvement projects �for space studies prior to initiating design and construction.

Upon redevelopment of the visitors center �site within the Town of Bladensburg, a new, 5,500-square-foot, state-of-the-art municipal police facility should be constructed. This will create a critical mass of public facilities in that area.

FIRE AND RESCUE FACILITIESThe Bladensburg Fire/EMS Station, Company 9, which is located at 4213 Edmonston Road, serves the study area, along with Bunker Hill Fire/EMS Station, Company 55, located at 3716 Rhode Island Avenue. The Bladensburg Fire/EMS Station, Company 9, is a volunteer-owned station built in

1956. It was rehabilitated in FY 2004. The station is equipped with two engines, two ambulances, one truck, and a tele-squirt water supply vehicle. In addition, the newest station—Bunker Hill Fire/EMS Station, Company 55—is equipped with three engines, one ambulance, one medic, one ladder truck, and a mini-pumper. Company 55 was built in 2006.

The following policies and strategies reaffirm the recommendations of the Approved Public Safety Facilities Master Plan

Policy 1:

Provide fire and rescue facilities that meet the needs of the community, based upon established county standards and their ability to accommodate modern vehicles and equipment.

Strategy:

Reaffirm the � Approved Public Safety Facilities Master Plan recommendation for Bladensburg Fire/EMS Station as a long-term priority project:

Bladensburg Fire/EMS Station—Company 9

PA: 69

Tier: Developed Tier

Strategy: Renovate or replace facility.

Justification: The building has design issues associated with the operations of newer, larger equipment.

Staging Priority: Long-Term—the project is recommended for funding after 2021.

Policy 2:

Plan and provide public facilities to support and fit into the Developed Tier’s built environment.

Strategies:

Place a high priority on the public sector’s �provision of new or renovated public facilities needed to serve existing and future development.

Continue service from the Bladensburg Fire/ �EMS Station, Company 9, and the Bunker Hill Fire/EMS Station, Company 55.


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PARKS AND RECREATION

GOALHigh quality, safe, and convenient recreational facilities serve all residents. These facilities, whether located in public parks or within the urban fabric of mixed-use redevelopment sites, provide recreation, relaxation, and socialization opportunities. Recreational opportunities significantly contribute to community desirability and are critical to creating a preferred and livable community.

BACKGROUNDIn Prince George’s County, the Department of Parks and Recreation of M-NCPPC operates two basic park types: (1) local parks serving neighborhood and community needs (up to 200 acres in size); and (2) regional parks (200 acres or greater in size), countywide parks, and special facilities.

The towns also own and operate small playgrounds and open spaces for passive recreation. The Town of Colmar Manor owns a gymnasium in the town hall and programs recreational activities and events.

The Port Towns are blessed with approximately 568 acres of parkland under the ownership of M-NCPPC. This includes nine neighborhood parks, two community parks, Bladensburg Community Center, Edmonston Recreation Building, Bladensburg Waterfront Park, Publick Playhouse Cultural Arts Center, Peace Cross and Memorial Grove, and the Anacostia Tributary Trail System.

OBJECTIVESIncrease recreation level of service by renovating �existing parks and changing park facilities to provide recreational opportunities that will attract more people to use the parks.

Develop undeveloped parks that are not located �in environmentally sensitive areas.

Utilize outdoor recreation facilities at public �elementary schools.

Encourage walking and other active pursuits by �residents.

Create open spaces within new urban mixed- �use development that will provide social and programmed event space for the public.

Link new community parks to the stream valley �trail system.

Organizations, municipalities, and agencies all �contribute toward operating and maintaining places where recreational facilities and activities occur.

Make wise decisions in the use of public �funds towards the creation, maintenance, and operation of recreational facilities.

Policy 1:

Create or renovate community parks with active recreational facilities within two miles of any residence and neighborhood parks within a ten- minute walking distance from all dwellings.


Strategies:

Incorporate recreational facilities into the �development of Bladensburg South Community Park.

Create trail access on the south side of �Bladensburg Waterfront Park to create connectivity to residential areas east of Kenilworth Avenue.

Renovate and improve park facilities in �neighborhood parks.

Improve recreational facilities and visitor �amenities at Colmar Manor Community Park to enhance soccer opportunities and help create a soccer tournament destination. Conduct studies to determine feasibility of providing artificial turf fields, additional parking, and restrooms and other enclosed buildings, such as storage sheds, at this former landfill site.

Create a partnership between the Board of �Education and the Town of Bladensburg to support efforts to improve the ball field and other recreational facilities at elementary schools.

With the reconfiguration of Alt. US 1 at Peace �Cross and mixed-use redevelopment of the adjacent commercial area, create an urban green integrated within the shopping district. The recreational emphasis is toward creating a safe, attractive space for socializing, free play, and public events.

In large residential redevelopment projects not �located within a ten-minute walking distance of existing neighborhood park facilities, the developer should provide outdoor recreational space to accommodate a playground, a non-regulation playfield, and/or court (basketball, skate park, futsal, or tennis), and picnic area. A loop walk should be developed that utilizes existing and new park trails and paths and neighborhood sidewalks. The purpose is to provide play opportunities for youth and healthy activities for adults.

Policy 2:

Develop a variety of park and recreational facilities based on community needs and interests.

Strategies:

At the 20-acre Anacostia River wetlands �creation area located south of the Bladensburg Waterfront Park, complete the canoe launch and educational interpretation amenities.

Explore private/public partnerships to fund the �expansion of the Publick Playhouse.

Work with the recreation councils for each Port �Town to make recommendations for recreation programs and improvements to recreational facilities in the parks.


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Documents